Valve-gear for explosion-engines.



l .No. 815,779.

i Lo'UrsfPIERREALEXVANDRE ALrHoNsE BAILLEUL,'o1EjPAE1s FRANCE.

lALEX- ANDRE ALPHONSE BAILLEUL, constructor,I a citizen ofthe FrenchRepublic, residing at 37 Rue dVAmsterdarn, Parls, France, have inevented a certain new and useful Valve-Gear y `for lExplosi'on-Engines,ofwhichtheA following isa Jr'ull, clear, and exact description-,and

for which jletterskpatenthave been granted to me in Franca-f atedOctober y1, 1903', and

y in VGreat Britain, dated October 1, 1903. g

This invention Irelatesv to an eiqjlosion-en-y gine which works ion thefour-stroke cycle and kcharacterized lby the Vfact that the"in`let-,valve and A the exhaust' val ve,` both- `inechanically operated,fare united at a I single point and occupy 'the place of only 'a singlet l valve. *i This arrangement diminishes 'the'encumbrances or bulk`ofthe engine and allowsl of an exhaust-outletoflarge bore, which fla--vors the attaining of high speeds.` 1

y A description of the invention is given hereinafter with referencetothe annexed drawf ings, in whichf- Figures 1f an 2 show this engine intwo vertical section at right'angles onel to the i other on lines 1 1and 2 2 of Fi ;3. Fig. 3 is apla'n .views Fig. 4 is a detai viewrelative to the operating ofthe double valve. Fig. 5

- f double valve.

is a vertical section on line-5 5 of Fig. "3 of only the upper'p'art ofthe engine. Figs. 6,

7 and 8 are detailviews,yon a larger scale,-

showingthe different stages of working ofthe The engine shown is ofthe'type-Which comprises a chamber inclosing the `crank-shaft and .thevfly-wheels. This type, commonly used forhigh-speed engines, fis shown,of cou'rse, only as an'example for the descrip-r the usual alf-speedshaft S, driven from the tion'oithe invention.;

A is the cylinder in which the piston B travels, )loined by aconnecting-rod Cto the fly-whee s'D, which, with the shaft E, form thecrank-shaft revolvingin the closed 'cas or chamber F; In the bottomorhead of the cylinderthere'is formed an opening limited by a seating G,in which is -seated the double `valve, inlet andexhaust. This portionfofthe engine comprises two valves H vand I; The one, H, is an ordinaryinlet-valve which 'entersinto the seat G to only such an extent, lconsidering the truncated cone-surface which .forrns'this seat, thatl itoccupies but the part adjacent to the base.y "This valve H is fastv to astem h; The valve I which ywilll be t 'i Slpecicationiof-Letters Patent.Application md sapiente' 27 1904. f serial No. 226,178.

1 Patented Maren 2o, 190e.

will'behereir'iaftery seen, the exhaust-valve 1s in reality formed ofthetwo valves H Imov lg t0ge'hel',) iS composed of a cylindrical 6o isleeve or casinggbellfmouthed at i. This. part lbears upon the truncatedconical seat .G abovetheportionon whichiis seated the induction-valveH.' This sleevevalve can slide with slight Jrriction in "a bearingformed in; the :head of the cylinder and is provided in its lengthvwith'openin'gs i which When-it is in a lstate of rest coincide with anannular openfing J, extending through thewall of its'cyylindricalbearing. This yopening J forms the outlet from the-pipey',= throughwhich the gaseous mixturereaches the engine.- The exhaust-pip'eends inan annular space K and ortion L 3 o the sleeveevalve I. The valve I 1sfast to o ens around the seat G'above the a ksocket L, in whichIisguided the stem h of the inlet-valve H. A- spring M is;inter osed.v

between theupper part of this socket and.

freely around the stemfhf .Upon this socket 'termed the exhaust-valve,i(although, as,

the body. of the valve H. 3 Upon the top of the socket L rests-anothersocket N, fitting Nis secured a ring 0,Vwhich is connected thereto by acotter P, passing through the stem h. "This cotter P connects in an unichangingmanner the/ring O and the stem h; 'i' 85.V

but its bearing in the socket N isfornied` by an oblong slot whichrpermits, to thesocket N' Ya certain amount ofvertical movementindefpendently of the stem hf. The ring O is subl ject to the action ofaspringQ, which bears* 'g on a plate R, which is ixedupon theheadof thecylinder and at its lower face serves'as an abutment fol1 thesleeve-'valve I. t

The working of thetwo'valves H and I is effected b two cams H and Ikeyed'upon rod H2 and bymeansot a ouble rocking lever I3 operates thesleeve N and by means of 'the latter the sleevevalve I.

The working of this engine `is as follows: Thecams H andI arearranged insuch a roo i manner :as to, operate the valve'H and the u valve I asthey would'operate two separate valves in a fourstroke engine. Inductionis effected by the cam H, which by means of the rod H2 and the lever H3,acting upon the stem h, causes the openingI of the inlet-valve H. Thismovement takes place without acting. on the valve I, because the cotterP, fast to the stem h and to the rin O, can descend in the slot of thesocket Ngwithout acting thereon, Fig. 7. By this movement the spring()is compressed, and the vrlatter will at the end of the operation bringback the inletvalve H vinto the closed position. During the opening ofthe valve H the spring M bears upon the head of the latter for thepurpose of maintaining the valve I in its seat. The v alve I beingimmovable or motionless, the gas passing out from the opening J oftheinlet-pipe passes through the openings t', the interior of thesleeve-valve I, and enters into the cylinder by passing through theopened valve H, Fig. 7. When the cam I acts, it causes, by means of thetube I2, the lever I3, and the socket N, the lowering of the sleevevalveI, which moves the valve H, with its stem h, the cotter P, and the ringO, compressing the sprin The two valves H and I `tltien form on y asingle exhaust-valve, and the burned gases can enter the annular chamberK and from there the exhaust-pipe, Fig. 8. At the end of the operationof cam I the spring Q brings back into the closed position the twovalves H and I, still held together. It will be noted that thesleevevalve I is concentric with the stem of the inlet-valve and thatgas is admitted into the cylinder through the port afforded by the spacebetween the ybell-mouth of the sleevevalve and the head of theinlet-valve while only the inlet-valve is open.

This arrangement of engine, in addition to the lessening of encumbranceswhich it provides, enables the construction of the cylinder to besimplified. It also provides a large opening for both the exhaust andthe incoming 1Lgases, which is favorable to the attaining o hi h speeds.It also keeps the valves in goo condition, since they are alternately incontact with the hot exhaust-gases and the cold incoming gas.

Having thus described my invention, what I claim as such, and desire tosecure by Letters'Patent, is

Valve-gear for explosion-engine, comprising inlet and exhaust valves,said valves being superposed and having a common seat, a sleeve for theexhaust-valve concentric with the stem ofthe inlet-valve, and means forworking these valves whereby at the induction-stroke the inlet-valveopens alone and the gasv enters through the interior of the sleeve ofthe exhaust-valve, which at the time remains closed to the exhaust, andat the exhaust-stroke the two valves, held one against the other, movetogether, thereupon ex osing the exhaust-outlet.

n testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

LOUIS PIERRE ALEXANDRE GUsTAvE DUMONT, JOHN BAKER.

